System of marine propulsion



May- 1, 1928.

T. C. COYKENDALL SYSTEM OF MARINE PROPULSION Filed July-9, 1925 3 Sheets-Sheet 1 INVENTOR A, ATTORNEY:

May I, 1928. 1,667,842

T. QCQYKENDALL SYSTEM OF MARINE PROPULSION Filed July 9, 1925 s Sheets-Sheet 2 M1 8a.... 4 4 ATTORNEY:

, O 9 O m llllllll /N* O O Q 2 g 93 v m May 1, 1928.

\ T. C; COYKENDALL SYSTEM OF MARINE PROPULSION Filed July 9, 1925 3 Sheets-Sheet- 3 4-,ATTORNEYS Patented May 1, 1928.

mom 0. comnnm, or mnesron, new You SYS'IEI or name rnorunsron.

Application filed July 9, 1925. Serial no. and.

757,227, I have described an apparatus connecting the engine with the propeller shaft and adapted to permit rotation of the propeller shaft in both directions without reversing the engine. This is accomplished by the provision of power-operated clutches-in connection with speed-reducing gearing and of means for actuating the clutches at will so thatthe propeller shaft is caused to ro tate in the desired direction for the purpose of pdropelling the ship ahead or astern as desire The speed of the propeller shaft, and consequently the speed with which the ship is moved, depends upon the rate of rotation of the engine shaft even though speed-reducing gearing is employed. To permit proper maneuvering of the ship it is desirable to centralize control of the engine speed with the control of the direction of rotation of the propeller shaft. This will enable the pilot, for example, to alter the speed of the propeller at any time and particularly when the direction of rotation thereof is reversed and thus to control more readily both'the speed and direction of movement of the shi I t is the object, therefore, of the present invention, to provide an apparatus whereby a single operating lever or other instrumentality of a similar nature may be connected to the clutch operating mechanism whereby the direction of rotation of the propeller shaft is controlled and also to provide mechanism designed to increase or decrease the speed of rotation of the engine shaft, for example, by varying the amount of fuel which is supplied to an oil engine or the amount of steam or other fluid pressure media which is delivered to a turbine or reciprocating engine which is the ships source of power.

Other objects and advantages of the in-'.

vention will be apparent as it is better understood by reference to the following specification and accompanying drawing, in which Fig. 1 is a diagrammatic illustration of the mechanism employed;

Fig. 2 is an end elevation partially in section of the controlling lever;

g, 3 is-a side elevation thereof;

Fig. 4 is an elevation of the control lever as shown in Fig. 2 illustrating a differentarrangement of the cams which are actuated thereby; and i i Fig. .5 is a section on the line 5-5 of In one embodiment of the invention as deseribed in my copending application, the mam shaft is in two parts, one of which is connected to the engine while the other drives the propeller and a power clutch is disposed between the two parts and adapted to permit these parts to be engaged or disengaged, depending upon the desired operation. A two-part auxiliary shaft is also provided with a similar clutch. Two adjacent parts of these shafts are connected directly and permanently by gearing whereby these parts'rotate-in opposite direction and the other parts of the shafts are connected to a third shaft through s cod-reducing gearing. The clutches are pre erably of the fluid pressure operated friction disk type and the apparatus includes fluid. pressure control means for actuatin one of the clutches and simultaneously dlsenga ing the" other to rotate the propeller in one irection or the other and also for disengaging both clutches. The fluid pressure control means includes a valve, a fluid ressure tank, a sump to receive the fluid a or it has accomplished its purpose, suitable connections between the tank and valve, and means for maintaining pressure in the pressure tank. The valve is actuated in accordance with the present invention by a cam which is com nected to a manually operable lever so that the valve may be moved to the desired 0- sition to control the operation of the clutciies and thus to determine the direction of rotation of the propeller shaft.

In, order that the engine speed may be controlled simultaneously or substantially simultaneously, the manually, operable lever is provided with a second cam andthis in turn actuates a suitable mechanism such as a fuel or steam valve whereby the supply of fuel or steam which is delivered to t e engine or turbine can be regulated as desired. Thus the pilot by moving the -lever can change almost instantaneously the direction of rotation of the propeller to move the ship forwardly or backwardly and by the same movement can increase or decrease the amount of fuel or steam which is supplied to the engine or turbine so that the latter is accelerated or retarded in accordance with the requirements of the situation.

i The cams may be of any suitable shape and, of course, may be designed to ensure any desired sequence of operation of the reversing and engine speed mechanism. Preferably the engine controlled cam is so formed and is arranged with respect to the reversing cam that the speed of the engine will not be altered until the selected clutch has been fully engaged. Thus, if the lever is in neutral position and the ship is at rest, movement of the lever to effect engagement of the clutch so that the ship will move ahead will be accomplished when the manually operable lever is shifted in the forward direction. Continuation of movement of the manually operable lever will then increase the supply of fuel or steam which is delivered to the engine or turbine for the purpose of. accelerating it. If it becomes necessary to reverse the direction of movement of the ship the manually operable lever is shifted astern. The cams in that case will first cause a decrease in the supply of fuel or steam to the engine or turbine, will declutch the propeller shaft, then engage the other clutch to reverse the direction of rotation of the propeller shaft and finally increase the supply of fuel or steam to the engine or turbine. When the direction of movement of the ship is begun to be reversed, the's uence of operations will be substantially t e same. The cams which control these operations can be supported adjustabl upon the manually operable lever and can e set by trial to ensure operation of the ship with the greatest facility. The sequence of operations as described need not be followed necessarily and in some cases it may be desirable to adopt a different se uence in which case the cams and the setting thereof should be appropriate to ensure operation of the reversing and engine speed mechanism in the manner adapted to accomplish the best results.

Referring to Fig. 1 of the drawing a ships engine 6, for exam lo a Diesel engine, is operatively connecte through a forward flexible coupling 7 to a main driving shaft in two parts 8 and 8 which are rotatably mounted in suitable bearings in gear casings 9 and 10 respectivel The two parts 8 and 8' of the driving s aft are arran ed to be operatively connected together or dlsengaged by a power clutch 11. The clutch illustrated in the drawin is of the fluid pressure operated friction isk type such, for example as a Metten oil clutch. This clutch comprises a disk 12 secured to the part 8 of the drivin shaft. The disk has an annular periphera ortion 12' covered or lined preferably with riction material arranged between two relatively movable annular friction members 13 and 14. The annular friction member 13 is mounted on the inner face of the annular flange 15 of the clutch casing 15 which is secured to the part 8 of the driving shaft. The annular friction member 14 is mounted on the face of the annular flange 16 of a convex-concave circular plate 16. The plate 16 is secured to the casing 15 by an annular expansible or bellows metal element 17 The concave face of the plate 16 is in juxtaposition with but slightly spaced from the inner convex face of the casing 15 and these faces in conjunction with the expansiblc element 17 form a chamber 19 adapted to be filled with oil which is supplied through the central passage 18 inthe part 8 of the drivingshaft.

The operation of the clutch is as follows: So long as the oil in the chamber 19 is under no pressure the normal resiliency of the expansible element 17 withholds the friction member 14 from engagement with the disc 12. The disk thus rotates freely in the space between the friction members 13 and 14. The two parts 8 and 8 of the driving shaft are accordingly operatively disengaged and free to rotate independently. When the oil in the member 19 is placed under pressure through means hereinafter fully described, the friction member 14 is forced toward the friction member 13 with the result that the disk 12 is securely gripped between these members and the two parts 8 and 8 of the driving shaft are operatively connected to rotate as a unitary shaft.

An auxiliary shaft comprising two parts 20 and 20 is rotatably mounted in suitable bearings in the gear casings 9 and 10. The two parts 20 and 20 of this shaft are arranged to be operatively connected or disengaged by a power clutch 21 similar to the clutch 11.

The part 8 of the main shaft carries a gear 22 which permanently engages with a similar car 23 secured to the part 20 of the auxiliary shaft. The parts 8 and 20 of the two shafts thus rotate always in opposite directions. The gears 22 and 23 are preferably of the herring-bone type to reduce the noise of operation to a minimum and are enclosed in a gear casing 9. It is to be understood that this casing is of suitable construction to house the ears and to provide for convenient access thereto and, that appropriate means for lubrication is provided.

The propeller 24 is operatively connected by a flexible coupling 25 to a propeller shaft 26 rotatably mounted in a suitable bearing in the gear casing 10. A gear 27 is secured to the propeller shaft 26. A pinion 28 is secured to the part 8 of the main driving shaft and permanently engages with the gear 27 on the propeller shaft. 7 A similar pinion 29 is secured to the part 20" of the auxiliary thereof.

shaft and also permanently engage with the gear 27 on the propeller shaft. the drawings a pair of gears 27 and pairs of pinions 28 and 29 are illustrated, but it will be understood that each of these pairs functions as a single unit, the duplication being for mechanical reasons. The ears and pinions are preferably of the herring-bone type and are enclosed in the gear casing 10 which-is similar to the gear casing 9.

As illustrated, the main shaft 8-8 is at a higher level than the propeller shaft 26 and the two shafts are in substantially the samev vertical plane althou h they are longitudinally somewhat displaced, that is to say, not directly one above the other except for a short portion of the adjacent ends The auxiliary shaft 20-20' and the propeller shaft 26 are in substantially the same horizontal plane and similarly longitudinally somewhat displaced, that is to say, not directly side by side except for a short portion of the adjacent ends thereof. Thus the pinion 28 meshes with the gear 27 at. the top thereof and the pinion 29 meshes with the pinion at one side thereof and at a point removed ninety degrees from the point of engagement of the pinion 28 with the gear 27. In the arrangement as illustrated the shaft 8-8 is the ahead motion shaft and the shaft 2020' is the reverse or astern motion shaft. These two shafts are driven by the engine at the same speed but in opposite directions. The desired speed reduction is secured as the result of pinions 28 and 29' meshing with the gear 27 The clutches 11 and 21 are controlled by a clutchcontrol valve 30. This valve has a central port communicating b a pipe 31 with a high pressure oil ta 32. The pressure of the oil in the tank 32 is estab lished and maintained by an oil pump 33 connecting the tank 32 with a low pressure oil tank or sump 34. The valve has a port at each end thereof communicating by a pipe 35.with the sump 34. Between the central port and each end port the valve 30 has intermediate ports communicatlng by pipes 36 and 37 and the central passages in the shaft parts 8 and 20' with the oilcchambers of the clutches 11 and 21 respectively.

Ihe valve 30 has a. movable piston 38 which when shifted covers or uncovers the respective ports in-the valve to provide com municat-ion between the high ressure oil tank 32 and one or the other 0 the chambers 19 in the clutches 11 and 21. When one of these chambers is in communication with the'high pressure oil tank the other is connected to the low pressure oil tank or sump so that the oil can drain thereto. Consequentlv when the piston is shifted a selected clutch will be operated to provide pin 52.

proper connections between the engine and propeller so that the latter is rotated in one direction or. the other to move the ship ahead or astern.

The mechanism for controlling the piston 39 as illustrated in Figs. 2 and 3 of the drawing consists of a rod 39 flexibly connected at 40 to a connecting rod 41 which slides in a suitable guideway 42 formed in a bracket 43. A roller 44 at the end of the connecting rod 41 is adapted to 'move in a slot 45 in a cam 46. The slot is suitably and is normally biased toward the segment by a spring 55. Thus the lever 48 may be adjusted and held in the desired position. It is released by moving the latch lever 53 toward the handle 49.

The central position of the lever 48 with respect to the segment 50 indicates the neutral position of the piston v38. When the piston is in that position both of the oil chambers in-the clutches 19=and 21 are connected to the low pressure oil tank or sump 34. \Vh'en the lever 48 is moved in the direction marked \ahead in the drawing the piston38 is actuated by the cam to connect the chamber 19 of the clutch 11 with the high pressure oil tank and thus to engage the parts 8. and 8' of the main shaft. The propellershaft is then rotated in the forward direction. When the lever 48 is moved in the opposite direction past the central notch 51 connection is established through the parts 20 and 20 of the auxiliary shaft to drive the propeller shaft in the reverse direction so that the ship moves astern.

The pivot shaft 47 carries a second cam 56 with a slot 57 therein which cooperates'with a roller 58 on a connecting rod 59 which is also mounted in-a suitable guideway in the bracket 43. The connecting rod 59 engages a lever 60 which may be arranged to actuate any suitable mechanism such as a valve to control the feeding of fuel or steam through the engine or turbine. The structure of this valve forms no part of the present invention and will vary in accordance with the nature of the media which it-is designed to control.

Thus if the ship is equipped with 2. Diesel engine the valve must be adapted to vary the quantity of oil which is fed to the engine. If a steamengine or turbine 1s employed an ordinary throttle valve can be used to com trol the supply of steam thereto and this may be connected by any suitable mechanism to the lever 60.

In Figs. 4 and 5 of the drawing a slightly different form of mechanism for controlling the action of the clutches and the feeding of fuel or steam is shown. A cam 61 is secured to a pivot shaft 62 and is provided with a slot 63 with which a roller 64 cooperates. The roller is carried by a connecting rod 05 which operates in a guideway in a bracket 66 and is adapted to be connected with a piston valve such as the valve 38 as shown in Fig. 2. A second cam 67 is secured to the pivot shaft 62 and is provided with a slot 68. A roller (39 on a connecting rod 70 cooperates with the slot 68. The connecting rod70 operates in a guideway in the bracket 66 and is connected to a lever 71 which may operate suitable mechanism to control the supply of fuel or steam to the engine or turbine.

An operating lever 72 is secured to the pivot shaft 62 and is provided with a handle 73. A segment 74 is supported on the bracket 66 and notches 75 are formed in the periphery of the segment to be engaged by a locking pin 76. The locking pin is connected to a latch lever 77 and is normally biased toward the segment 74 by a spring 78. The lever 72 is adjusted by releasing the locking pin 76 from the notch with which it is engaged when it may be shifted in either direction.

The central position of the lever 72 with respect to the segment 74 indicates the neutral position of the piston 38. When the piston is in that position both of the-oil chambers in the clutches 19 and 21 are connected to the low pressure oil tank or sump 34. \Vhen the lever 72 is moved in the directiou marked ahead in the drawing, the piston 38 is actuated by the cam 61 to connect the chamber 19 of the clutch 11 with the i high pressure oil tank and thus to engage the parts 8-8 of the main shaft. The propeller shaft is then rotated in the forward direction. When the lever 72 is moved in the opposite direction ast the central notch 75 connection is esta lished through the parts 20 and 20 of the auxiliary shaft to drive the propeller shaft in the reverse direction so that the ship moves astern. At the proper interval a ter the piston 38 has been shifted toactuate the proper clutch the lever 71 is also actuated to feedadditional fuel or steam to the engine or turbine and thus to accelerate the speed of the engine and of the propeller.

The cams 57 and 68 in Figs. 2 and 4 respectively are designed particularly for actuating the valves of Diesel engines. The cam 57 operates the valve by moving it toward the center of the shaft 47 to accelerate the engine and the cam 68 performs the same function by movin the valve away from the center of the s aft 62. Diesel engines are constructed to operate in both ways. To control other types of engines the cams would be shaped to meet the special requirements thereof.

From the foregoing description it will be understood that I have devised mechanism for correlating the control of the direction of rotation and speed of the propeller shaft, thus enabling the pilot in a single operation to direct the movement of the vessel and the rate at which such movement occurs. "his is a material advantage, particularl in maneuvering vessels in close quarters sucli as occurs often in river traffic and in docking of vessels. The complete control of movement removes the danger which may be resent otherwise through the inability o the pilot to convey his orders to the engineer with sutficient rapidity to assure the movement of the vessel according to the plan which he has previously formed. It obviates the necessity of employing auxiliary vessels, particularly in docking, and saves the cost thereof in addition to the assured safety of operation which is an incident to the use of the apparatus.

Various changes may be made in the detais of construction and operation of the apparatus without departing from the invention or sacrificing any of the advantages thereof.

Iclaim:

1. In an operating mechanism for ships, the combination of a driving engine, a propeller shaft, reversing mechanism associated with the shaft and operatively connected to-the engine, means for varying the speed of the engine and a single means for controlling both the reversing mechanism and the speed-varying means, including a manually operable lever, slotted cams connected to said lever and adapted to move simultaneously therewith, and means correlated with said cams and operable by the slot defining walls thereof for operating said single control means, the slots in.said cams being formed in such relation that the reversin mechanism is actuated before the engine is accelerated.

2. In an operating mechanism for ships,

3. In an 0 rating mechanism for ships, the combination of a driving engine, a propeller shaft, connections between the em gine and shaft includingreversing mech-' anism and clutches whereby the shaft is caused to rotate in either direction, means for actuating the clutches, cam operable means for controlling the actuation of. the clutches, cam operable means for controlling the speed of'the engine correlated with the clutch-controlling means, and a manually operable lever operatively associated with the cams of both cam operable means for effecting the simultaneous operation thereof.

4. In an operating mechanism for ships, the combination of a driving engine, a propeller shaft, connections between the engine and shaft including reversing mechanisms and clutches whereby the shaft is caused to rotate in either direction, means for actuating the clutches, cam operable means for controlling the actuation of the clutches,

cam operable means for controlling the speed 'of the engine correlated with the clutch-controlling means, and a manually operable lever connected with the cams of both cam operable means for effecting the simultaneous operation of said means, the contour of the cams of the cam operating means being such that the reverse mechanism is actuated before the engine is accelerated.

5. In a system of marine propulsion, the combination with anengine operatively connected to a propeller by transmission gearing and cooperating clutches whereby ahead motion is'obtained byenergizing one clutch and astern motion by energizing another clutch, of a singlecontrol means for energizing at will one or the other of said clutches and for varying the speeds of said enginebetween idling and maximum speeds.

6. In a system of marine propulsion, the

combination with an engine operatively connected to a propeller by permanently.connected transmission gearing and cooperating clutches whereby ahead motion is obtained by energizing one clutchand astern motion by energizing another clutch, of means for energizing at will one or theother of said clutches, means for varying the speeds, of said engine between idling and maximum :speeds and a single control means' .for acmg .and cooperatin clutches whereby ahead-f one clutch I .tuating both. said clutch energizing means and said speed varying means. 7

7. In a system of marine propulsion, the

combination with an engine operatively connected to a propeller by transmission gearmotion is obtained and astern motion energizing another clutch, cam operable means for energizing at will one or the other of said clutches, a second cam operable meens for varying the astern motion by energizing another clutch,

of cam operable means for energizing at will one or the other of said clutchesaa second cam operable means for varying the speed of said engine, and'a manually operable single control means operativcly connected to the cams of said cam operable means for actuating both said clutch energizing means and said speed varying means. said cams being so shaped that in themanipulation of said control means one or the other of said clutches is energized before the engine is accelerated.

9. In a system of marine propulsion, the combination with an internal combustion engine opcrat-ively connected to a propeller by permanently connected transmission gearing and cooperating clutches whereby ahead motion is obtained by energizing one clutch and astern motion by energizing another clutch, of means for energizing'at will one or the other of said clutches, means for varying the supply of fuel to said engine between the amountsjsupplied when the engine is idling and when running at maximum speed, and a single control means for actuating both said clutch energizing means and said fuel varying means. i Q

10. In a system of marine propulsion, the combination with an engine operatively connected to a propeller by transmission gearing and cooperatin fluid pressure actuated by energizi'ngone clutch and astern motion by energizing another clutch, of cam operable means for energizing at will one or the other of said clutches, a second cam operable means for varying the speed of said engine,

and a manually operable single control means operatively connected to the cams of said ingmeans.

11. In a system of marine propulsion, the combination with an engine operatlvely conclutch' energizing means and said speed varynected to a propeller by transmision gearing and cooperating clutches whereby aheadmotion is obtained by energizing one clutch and astern motion by energizmguanother clutch, of'means for energizing at will one or the otfier of dsaicfl cluch'es, meal: for va t e e o sai engine ween idli ii gand m s ximum s anda single control means for actuat means and said speed varying both said clutch clutches whereby a ead motion is obtained cam operable means for actuating both said 15 means and so arranged that one or the other of said clutches is energized before the engine is accelerated.

12. In a system of marine propulsion, the combination with}-an internal combustion engine operatively connected to a propeller by permanently connected transmission gearing and cooperating fluid pressure actuated clutches whereby ahead-n'iotion is obtained by energizing one clutch and astern motion by energizing another clutch, of cam operable means for energizing at will one or the other of said clutches, a second cam operable means for varying the supply of fuel to said engine, and a manually operable single control means operatively connected to the cams of said cam operable means for actuating both said clutch energizing means and said fuel varying means, said cams being so shaped that in the manipulation of said lever one or the other of said clutches is energized before the engine is accelerated.

13. In a system of marine propulsion, the combination with an internal combustion engine operatively connected to a propeller by permanently connected transmission gearing and cooperating fluid pressure operated clutches whereby ahead motion is obtained by energizing one clutch and astern motion by energizing another clutch, cam operable means for energizing at will one or the other of said clutches, cam operable means for varying the speed of the engine, and a single control means operatively associated with the cams of said cam operable means for actuating both said clutch energizing means and said speed varying means. In testimony whereof I atlix my signature.

THOMAS C. COYKENDALL. 

